Aircraft with non-combustion, air reaction engine



July 5, 1966 P. w. CHANEY 3,259,195

AIRCRAFT WITH NON-COMBUSTION, AIR REACTION ENGINE Original Filed April23. 1962 8 Sheets-Sheet l INV EN TOR. cu PAUL h/ film/v1.7

ATTORNEYS P. W. CHANEY July 5, 1966 AIRCRAFT WITH NON-COMBUSTION, AIRREACTION ENGINE 8 Sheets-Sheet Original Filed April 23. 1962 INVENTOR. lAuL (TIA/V5 BY Q 9 %WW ATTORNEYS July 5, 1966 AIRCRAFT WITHNON-COMBUSTION, AIR REACTION ENGINE w. CHANEY 3,259,195

8 Sheets-Sheet 5 ZZZZ ATTORNEYS July 5, 1966 P. w. CHANEY 3,259,195

AIRCRAFT WITH NON-COMBUSTION, AIR REACTION ENGINE Original Film April23. 1962 8 Sheets-$heet 4.

INV EN TOR. PAUL W (Ham; 1

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BY gmwifl I W ATTORNEYS July 5, 1966 P. w. CHANEY 3,259,195

B N AIR REAC Original Filed April 25. 1962 8 Sheets-Sheet 5 INVENTOR.PAUL h ("nus ATTORNEYS July 5, 1966 P. w. CHANEY AIRCRAFT WITHNON-COMBUSTION, AIR REACTION ENGINE Original Filed April 23, 1962 8Sheets-Sheet 6 INVENTOR.

Paul. W GIANE) BY ATTORNEYS July 5, 1966 P. w. CHANEY 3,259,195

AIRCRAFT WITH NON-COMBUSTION, AIR REACTION ENGINE Original Filed April25. 1962 8 Sheets-Sheet '7 ILWJIIIII BY W QW ATTORNEYS July 5, 1966 P.w. CHANEY 3,259,195

AIRCRAFT WITH NON-COMBUSTION, AIR REACTION ENGINE Original Filed April23. 1962 8 SheetsSheet 8 w @0- :N L

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INVENTOR. PAUL h Cunlvz v BY 17$ H W94%% ATTORNEYS United States Patent3,259,195 AIRCRAFT WITH NQN-COMBUSTION, AIR REACTION ENGINE Paul W.Chaney, 42142 Little Road, Mount Clemens, Mich.

Original application Apr. 23, 1962, Ser. No. 189,443, new Patent No.3,194,011, dated July 13, 1965. Divided and this application Nov. 12,1964, Ser. No. 410,696

Claims. (Cl. 170-135.4)

This is a division of application S.N. 189,443, filed April 23, 1962,now Patent No. 3,194,011 granted Juiy 13, 1965.

This invention relates generally to a novel and improved reaction motorfor use as propulsion means for aircraft, and more particularly for usemainly on helicopters.

This invention relates to aircraft which are powered by means of storedcompressed air. It is well known that hot gas jet engines are used inhelicopters because they have ideal characteristics when consideringtheir power output versus Weight problems encountered in helicopterdesign. Hot gas jet engines, however, are not efiicient in relation tothe fuel consumption per pound horsepower versus time. Internalcombustion engines also have many disadvantages when used as propulsionmeans in helicopters. Internal combustion engines are heavy and do nothave desirable characteristics when used in helicopters in the relationof their power output versus the gallons of fuel used per hour.Furthermore, when an internal combustion engine is used in a helicopter,a heavy gear reduction type transmission is required as well as a meansto compensate for the torque reaction caused by the application of thepower to the rotor system of the helicopter. Internal combustion enginesalso require ample room for a reasonable size fuel tank. In ahelicopter, the most efiicient point of power application is on therotor blades themselves, and particularly at the tip of the rotorblades. Accordingly, it is an important object of the present inventionto provide an improved and more dependable propulsion means foraircraft, and more particularly for helicopters and which is simple inconstruction, economical of manufacture and highly efiicient inoperation.

It is another object of the present invention to provide a novel andimproved propulsion means for aircraft and which will permit a moresimple helicopter design with optimum safety features, such as providinga single control stick for controlling the propulsion means in additionto a rotor system control.

It is a further object of the present invention to provide a novel andimproved propulsion means for aircraft which comprises a linear actiontype piston engine which is powered by means of stored compressed air,and which piston engine drives an axial-flow high speed air compressorin which the desired thrust reaction is generated for propulsionpurposes. The air is supplied to the compressed air storage tank bymeans of a conventional internal combustion engine driving aconventional piston type air-compressor.

It is still another object of the present invention to provide a noveland more efiicient propulsion means for aircraft which is more eflicientthan the prior art aircraft propulsion means in its fuel efiiciencycharacteristic relative to time.

It is still another object of the present invention to provide a noveland improved air reaction engine which incorporates a novel and compactautomatic air starter.

It is still another object of the present invention to provide a noveland improved aircraft propulsion means which incorporates an airreaction engine, a novel transmission means and a novel axial flowair-compressor.

3,259,195 Patented July 5, 1966 Other objects, feature and advantages ofthis invention will be apparent from the following detailed descriptionand appended claims, reference being had to the accompanying drawingsforming a part of the specification wherein like reference numeralsdesignate corresponding parts of the several views.

In the drawings:

FIG. 1 is a perspective View, with parts broken away, of a helicopterprovided with a clean-air, reaction engine propulsion means made inaccordance with the principles of the present invention;

FIG. 2 is an enlarged, broken, elevational view, partly in section, ofthe structure illustrated in FIG. 1, taken along the line 22 thereof andlooking in the direction of the arrows;

FIG. 3 is an enlarged, elevational, transverse, sectional view of therotor blade structure illustrated in FIG. 1, taken along the line 3-3thereof, looking in the direction of the arrows, and showing therelative position of the reaction engine of the present invention inrelation to the rotor blade;

FIG. 4 is an enlarged, horizontal, sectional view of the structureillustrated in FIG. 3, taken along the line 4-4 thereof, and looking inthe direction of the arrows;

FIG. 5 is an enlarged, horizontal, sectional view of the structureillustrated in FIG. 3, taken along the line 5-5 thereof, and looking inthe direction of the arrows;

FIG. 6 is an elevational, sectional view, slightly enlarged, of thestructure illustrated in FIG. 4, taken along the line 6-6 thereof, andlooking in the direction of the arrows;

FIG. 7 is a slightly enlarged, elevational, sectional view of thestructure illustrated in FIG. 4, taken along the line 7-7 thereof withthe engine housing removed and looking in the direction of the arrows;

' FIG. 8 is a slightly enlarged, elevational, sectional view of thestructure illustrated in FIG. 4, taken along the line 8-8 thereof, withthe engine housing removed and looking in the direction of the arrows;

FIG. 9 is a fragmentary, enlarged, sectional view of the structureillustrated in FIG. 7, taken along the line 9-9 thereof and looking inthe direction of the arrows;

FIG. 10 is a slightly enlarged, elevational, sectional view of thestructure illustrated in FIG. 4, taken along the line 16-10 thereof,looking in the direction of the arrows and showing the first stagecompressor stator blade assembly;

FIG. 11 is an elevational, sectional view of the structure illustratedin FIG. 5, taken along the line 11-11 thereof, looking in the directionof the arrows and showing the third stage compressor rotor bladeassembly;

FIG. 12 is an enlarged, longitudinal, sectional view of the air starterincluded in the structure of FIG. 4, taken along the line 12-12 thereof,and looking in the direction of the arrows; and,

FIG. 13 is an enlarged, longitudinal, sectional view of the transmissionincorporated in the structure illustrated in FIG. 4, taken along theline 13-13 thereof, and looking in the direction of the arrows.

Referring now to the drawings, and in particular to FIG. 1 wherein myinvention is illustrated as being incorporated in a typical helicopter,the numeral 10 generally indicates the fuselage of the helicopter whichis provided with a suitable combination landing gear generally indicatedby the numeral 11, and a suitable angularly mounted rudder generallyindicated 'by the numeral 12. The helicopter is provided with a rotorshaft 14 which is pivotally disposed and rotatably journalled andsupported by any suitable bearing means as by the bearing support means15. operatively mounted on the upper outer end of the rotor shaft 14, asdescribed in detail hereinafter, is a rotor hub 16 which is operativelyconnected to the rotor n \J blades 17 and 18. Fixedly mounted on theouter ends of the rotor blades 17 and 18 are the air reaction engines 19and 20, respectively.

The clean-air reaction engines 19 and 20 are adapted to run at constantspeeds and the speed of the helicopter may be controlled by a standardor conventional rotor blade pitch control system which has been omittedfrom the drawings so as not to confuse the structure of the presentinvention with other usual standard structures. As shown in FIGS. 1, 2and 3, the stored compressed air for operation of the engines 19 and 20is contained in the fuselage 10. The numeral 21 generally designates asuitable standard lightweight air tank which may be secured in thefuselage 11 by any suitable means. The numeral 22 generally designates asuitable standard piston type air compressor for supplying compressedair to the tank 21 and the air compressor 22 may be powered by anysuitable standard engine, as for example, the engine generally indicatedby the numeral 23. The engine may be of the air-cooled, internalcombustion engine type. The internal combustion engine 23 may be a lowhorsepower engine, as for example, a 20 horsepower engine because of thelimited compressed air requirements of the linear action type pistonengines 19 and 20 which provide the power to operate the axial fiowcompressors incorporated in the over-all engine structures 19 and 21).

The compressed air stored in the storage tank 21 is metered out throughan air line, or suitable conduit 24, which is connected at the one endthereof to a suitable control valve indicated by the numeral 25. Thecontrol valve 25, is provided with an operating lever 26 which may becontrolled by a pilot sitting in the adjacent seat 27. The numeral 28indicates the helicopter control stick which would be of the standardtype. As shown in FIGS. 1 and 2, a second air line or conduit 29 isfixedly mounted on the upper side of the control valve and extendsupwardly and is operatively connected to a rotary air seal 30. Therotary air seal 36 may be of any suitable type. As shown in FIG. 2, thelower end of the rotor shaft 14 is suitably rotatably mounted in theupper end of the rotary seal 30. The rotary seal 38 includes suitablesealing means which engages the outer surface of the lower end of therotary shaft 14 to prevent leakage of air thereby.

As shown in FIG. 2, the rotor shaft 14 is tubular and has operativelymounted therein a pair of flexible conduits or air lines generallyindicated by the numerals 31 and 32. The lower end of the rotor shaft 14is enclosed by the transverse plate 33. The enclosed lower end of therotor shaft 14 cooperates with the inner cup-shaped portion 34 of therotary seal 30 to form a chamber into which the conduit 29 deliverscompressed air. The outer casing portion of the rotary seal isthreadably mounted on the inner casing part 34 and functions to retainthe lower end of the rotor shaft 14 in sealing rotary engagement in therotary seal 30.

As shown in FIG. 2, the flexible tubes 31 and 32 have the lower endsthereof fixedly secured 'to the rotor shaft plate 33 by means of thefittings 36 and 37 which extend through the rotor shaft plate 33 so asto communicate the lower ends of the flexible tubings 31 and 32 with thechamber 38 inside of the rotary seal 30. It will be seen i that thecompressed air will pass from the conduit 29 into the chamber 38 andthence into the lower ends of the flexible tubes 31 and 32.

The circular rotor hub 16 is disposed about the upper end of the rotorshaft 14 and is secured to the rotor shaft 14 by any suitableconventional semi-rigid connection means. As for example, by means of apair of transverse plates 39 and 40, and the interconnecting shaft 41.The cross plates 39 and 40 are spaced on opposite sides of the upper endof the rotor shaft 14. The connector shaft 41 has an enlarged centralportion 42 which is fixedly secured in a transverse aperture 43 formedin the upper end of the rotor shaft 14. The outer ends of the shaft 41are peened over as indicated by the numeral 44. It will. be seen in FIG.2 that the upper ends of the flexible tubes 31 and 32 extend past theshaft portion 42 on opposite sides thereof. The flexible tube-s 31 and32 pass out of the upper end of the rotor shaft 14 and are folded overand suitably connected by means Oif the fitting 45 to a passage 46formed in the rotor hub 16. It will be understood that the rotor blade18 and the engine structure 20 are constructed the same as the rotorblade 17 and the engine structure 19, respectively, and accordingly, thedetails of only one rotor blade and reaction engine have been shown inthe following described figures.

As shown in FIGS. 1 and 2, the reaction engine 19, which also may betermed an air motor, is mounted on a supporting tube 47 which is fixedlyconnected to the rotor hub 16 so as to keep the supporting tube 47 inalignment with the axis of rotation of the rotor blade 17 and yet topermit the rotor blade 17 to pivot about the tube 47 for collectivepitch control of the rotor blade. As shown in FIG. 2, the inner end ofthe supporting tube 47 receives therewithin the outer end of an airconduit 48 which is carried in the supporting tubular shaft 49. Theshaft 49 is provided with the enlarged flange 50 on the inner endthereof and this flange is suitably connected to the rotor hub 16 by anysuitable means. it will be seen that compressed air may pass through thefitting 45, the passage 46, the conduit 48 and into the supporting tube47. The rotor blade 17 is suitably rotatably supported on the supportingtubular shaft 49 by means of the mounting bracket 51 which has aC-shaped outer portion into which the inner end of the rotor blade 17 isreceived. As shown in FIG. 2, the mounting bracket 51 includes the upperleg portion 52 and the lower leg portion 53 which is spaced apart fromthe leg portion 52 to form the legs of the C-shaped supporting part ofthe bracket and within which the inner end of the rotor blade 17 isreceived. The rotor blade 17 is connected to the bracket arms 52 and 53by any suitable means as by bolts. The inner end of the supportingbracket 51 is provided with a tubular supporting shaft 54 which isadapted to be rotatably mounted on and supported by a supporting tubularshaft 49. The supporting bracket portion 54 is retained on thesupporting tubular shaft 49 by any suitable means as by the retainermember 55 which permits rotatable motion, but prevents .ongitudinalmotion of the bracket portion 54 relative to the supporting shaft 49.

It will be understood that the rotor blade 13 is connected to the rotorshaft hub 16 by any suitable supporting bracket generally indicated bythe numeral 51a. The compressed air is also conveyed from the flexibletubing 32 to the engine 20 by means of a supporting tube 47:: which isconstructed in the same manner as the tube 47.

It will be understood that the supporting bracket portion 54 may betermed a heavy duty bearing attachment member. The supporting shaft 49may also be termed a rotor hub root attachment. The usual flapping hingeand drag hinge may be incorporated in the rotor hub root attachment 49.The rotor blade 17 is provided at the outer end thereof with a Teflonsleeve bearing 56 which is adapted to rotatably support the tip or outerend of the rotor blade 17 to eliminate any possible binding of the rotorblade 17 while the rotor blade is pivoting during operation of the same,and at which time the usual bending moments occur.

As shown in FIG. 4, the outer end of the rotor blade 17 is enclosed bythe vertical end plate 57 which is secured to the rotor blade 17 by anysuitable means as by a plurality of the screws 58. As shown in FIGS. 2and 4, a main support dovetail fastener assembly generally indicated bythe numeral 59 is fixedly mounted on the outer end of the support tube47 by means of the following described structure. An inner portion ofthe dovetail assembly is indicated by the numeral 60 and this innerportion is provided with a central hole 61 therethrough in which theouter end of the support tube 47 is mounted. The support tube 47 isprovided with a outwardly directed extension 62 which is made from asolid shaft and which has a reduced inner end which is received into theouter end of the support tube 47. As shown in FIG. 4, the support tube47 is welded to the dovetail assembly portion 60 and the extensionmember 62 by means of welding, as indicated by the numeral 63. Thesupport tube extension 62 is provided with a metering air channel 64therethrough which communicates with the interior of the support tube47.

The outer portion 65 of the dovetail fastener assembly is secured to theengine housing and main support assembly 66 and the front end of theentrance a-ir guide duct by means of a plurality of bolts 68 or anyother suitable fastening means. The outer dovetail fastener portion 65is provided with the inwardly extended dovetail 69 which is adapted tobe vertically, slidably mounted into the mating dovetail slot 70 formedin the inner dovetail fastener portion 60. The inner and outer dovetailfastener portions 60 and 65 are further interconnected by the T-s'hapedouter end of the support tube 62 which is adapted to be slidably mountedinto a mating T-shaped slot 71 formed in the outer portion 65. Thenumeral 72 in FIG. 4 indicates a suitable sealing stop ring. The tubeportions of the dovetail fastener assembly 65 are further interconnectedby a plurality of lock bolts indicated by the numeral 73. As shown inFIG. 4, the metering air channel 64 and the support tube extension 62communicate with an air passage 74 which in turn communicates with adirectional flow channel 75 which is formed in the outer surface of themain support member 76.

As shown in FIGS. 1 through 4, the engine housing is indicated by thenumeral 77 and it is provided with the three radially disposed integralsupporting arms 76, 78 and 79. As shown in FIG. 4, the outer ends of thetwo supporting arms 78 and 79 are fixedly connected to the inner surfaceof the entrance air guide duct 67 by means of a plurality of suitablelock bolts as 80. The front end view of the engine as shown in FIG. 2illustrates that the engine housing is made in two substantiallyhalfround cylindrical portions with the main supporting arm 76 beingintegrally connected to one half of the housing and the other twosupporting arms 78 and 79 integrally connected to the other half of theengine housing. The front end of the engine housing is enclosed andprovided with a streamlined shape by means of a bullet shaped cover 81which is provided with an opening 82 at the front end thereof to permitair to be scooped into the engine housing for cooling purposes as morefully explained hereinafter. The cover 81 may be secured to the frontend of housing by any suitable means, as by the lock screws 83. It willbe seen that the cover 81 functions as a wind deflector and air scoop.

As shown in FIG. 4, the reaction engine of the present inventionincludes an engine block assembly which comprises a front portiongenerally indicated by the numeral 84 and a rear portion generallyindicated by the numeral 85. The engine block assembly is fixedlysecured in the engine housing 77 by means of the rear plenum chambermember generally indicated by the numeral 86 and the front plenumchamber member generally indicated by the numeral 87. The engine blockfront portion 84 is provided with six piston cylinders which are openedat the rear end thereof and which are aligned with six mating pistoncylinders in the rear engine portion 85. The piston cylinders in therear engine block portion 85 are open at the front end thereof. It willbe seen that the engine block portions 84 and 85 are provided withintegral head portions and a separate head block for enclosing thecylinders is not required. As shown in FIG. 4, the two engine blockportions are fixedly connected by a plurality of lock bolts 88 which areadapted to threadably join and lock together a pair of mating flangesformed on the adjacent ends of the two engine block portions 84 and 85.

6 As shown in FIGS. 4, 7 and 8, the engine block is provided with aplurality of peripherally disposed, longitudinally spaced apart,integral cooling fins 89.

As shown in FIG. 8, the cylinders formed in the engine block areindicated by the numerals 90, 91, 92, 93, 94 and 95. Slidably mounted ineach of the last mentioned respective piston cylinders is one of thedouble acting pistons 96, 97, 98, 99, and 101. As shown in FIGS. 4 and8, each of the last mentioned respective pistons is provided with a pinfollower as 102, 103, 104, 105, 106 and 107. The last mentioned pinfollowers are adapted to ride in a spiral groove 108 which is formed inthe enlarged cylindrical portion 109 of the engine driveshaft. Theengine power driveshaft is further provided with the integral forwardlyextended reduced portion 110 and the rearwardly extended reduced portion111. The spiral groove 108 is a precision machined perfect gyration soas to allow each piston to make a stroke backwardly and forwardly equalto the distance of the circumference of the gyrated diameter that thelead angle of the spiral groove is based upon. As shown in FIG. 4, thedriveshaft or crankshaft is suitably rotatably journalled in a pair ofTeflon bearing constructions generally indicated by the numerals 112 and113. As shown in FIGS. 4 and 12, the front end of the driveshaft portion110 is reduced as indicated by the numeral 114. Fixedly secured on thereduced shaft front end 114 by any suitable means, is a toothedfly-wheel 1115. As shown in FIG. 4 the fly-wheel 115 rotates in thefly-wheel housing 116 and operatively mounted in the front wall of theflywheel housing is a suitable support bearing 117 for the front end ofthe driveshaft reduced portion 114.

As shown in FIG. 4, the fiy-Wheel housing 116 is operatively mounted inthe recess 118 formed in the front face of the plenum chamber 87. Asshown in FIG. 6, the front plenum chamber 87 is a cylindrical platemember having a flange 119 which is adapted to be disposed on theinwardly extended front flange 120 of the engine housing 77 and to befixedly secured thereto by a plurality of peripherally located lockscrews indicated by the numerals 12 1. Formed on the inner face of thefront plenum chamber 87 are a plurality of circular spaced recesses as122 which are adapted to receive and have seated therein the cylindricallongitudinally extended cylinder heads 123, 124, 125, 1-26, 127 and 128.The last mentioned cylinder heads are formed on the forward end of theengine block front portion 84. The rear engine block portion 85 isprovided with similar cylinder heads which are adapted to be seated insimilar recesses as 122a formed in the forward side of the rear plenumchamber member 86. As shown in FIG. 4, the rear plenum chamber member 86is provided with a peripheral flange 129 which is adapted to be seatedagainst the inwardly extended integral flange 130 formed in the rear endof the engine housing 77. It will be understood that the engine would bemounted so as to install the engine from the front end of the housingwhereby the engine will be secured in the housing 77 by means of thelock bolts 121.

The compressed air is adapted to be conveyed into the aforementionedpiston cylinders by means of the following described structure. Thecompressed air passes from the directional flow channel 75 into theadaptor fitting 131 which is connected to the rear air-feed line orconduit 132 and to the front feed air line or conduit 133. The actualconnections between the adaptor 131 and the conduits 132 and 133 havebeen deleted for purposes of clarity.

The air conduit 133 is connected by means of the fitting 134 into theouter end of the passage 135 formed through the front plenum chambermember 87. As shown in FIGS. 4 and 6, the passage 135 communicates withthe circular air distribution groove 136 which is formed on the innerface of the plenum chamber member 87. As shown in FIGS. 7 and 9, theouter end of each of the cylinder heads is provided with a recess or achamber 137 which is called an inducer chamber, and each of theseinducer chambers for each of the engine cylinders communicates with thedistribution groove 136. The compressed air thus passes the distributiongroove 136 into the various inducer chambers 137. As shown in FIGS. 7and 9, the inducer chamber 137 for each of the piston cylinder heads isconnected by means of three longitudinally extended ball-valve chambers138. Operatively mounted in each of the ball chambers 13% is a ballvalve 139 which is normally seated as shown in FIG. 9, in a valve seatin the inner end of the chambers 133 so as to block any communicationtherethrough to the piston cylinders. As shown in FIG. 9, the inner endsof the ball valve chambers 138 are connected to the cylinders by meansof reduced size passageways 140. The ball valves 139 are normally heldagainst their respective seats by means of a suitable return coil springas 141.

As shown in FIGS. 4 and 8, each end of the pistons is provided withthree ball pusher probes 142. It will be seen that the ball check valvesstop the compressed air from entering the piston cylinders until thepistons move to either their front or rear end positions, whereby theball probes 142 will enter the passages 14% and unseat the ball valves139 whereby compressed air will be admitted into the piston cylinder toforce the piston to the opposite end of the cylinder. While the ballcheck structure and the means for unseating the same has been describedfor the front end of the engine, it will be understood that the rear endof the engine is provided with similar structure as shown in FIG. 4. Theair conduit 132 feeds air into the distribution groove on the inside ofthe rear plenum chamber member as in the same manner as theaforedescribed distribution groove 136 formed in the front plenumchamber member 37. When the pistons have been moved by the compressedair to the opposite end of their respective cylinders, the spent airescapes through the exhaust parts 143 which are stationed at the end ofthe inward stroke of each piston end so as to permit the cycle to berepeated.

The air motor or reaction engine 19 is adapted to be started in thecorrect direction of rotation by means of an air starter generallyindicated by the numeral 144 in FIGS. 4 and 13. The air starter 144automatically starts rotating when compressed air enters the starterfrom the air line or conduit 145. The conduit 145 would be connected tothe conduit 133. The starter 144 is adapted to automatically stop whenthe reaction engine is started. The air starter 144 comprises a mainhousing 146 and a shaft housing 147. The main housing 146 is adapted tobe fixedly connected to the front end of the flywheel housing 116 by anysuitable means, as by suitable lock bolts.

The air starter is provided with a rotor barrel chamber 148 in which isrotatably mounted the power rotor barrel 149 which is provided with aplurality of peripheral rotor blades 150. The rotor barrel 149 issupplied with compressed air for engagement with the rotor blades 150 torevolve the same in its chamber 148 by means of compressed air which isadmitted to the rotor barrel chamber 148 through the inlet port 151.Threadably mounted in the outer end of the port 151 is the fitting 152which is connected to the air conduit or flexible tube 153. The otherend of the flexible tube 153 is connected by means of the fitting 154 tothe outer end of the port 155. The inner end of the port 155 is providedwith a valve seat 156. The port 155 is formed in the front end of themanifold 157 which encloses the plunger chamber 158. As shown in FIG.12, the port 155 communicates with the bore 159 in which is slidablymounted the plunger stem 160. The plunger stem bore 159 communicateswith the air inlet passageway 161. Threadably mounted in the outer endof the inlet passage 161 is the fitting 162 to which is connected thecompressed air supply line 145.

The plunger stem 150 is provided with a pair of suitable O-ring sealingmeans 163, and the stem is connected at the rear end thereof to theplunger valve 14 which is slidably mounted in the chamber 158 formed inthe front end of the air starter housing 146. The plunger valve 164- isprovided with the large ring sealing means 1640. As shown in FIG. 12,the return spring 165 normally maintains the plunger valve 164 in theposition shown in FIG. 12 whereby the plunger valve 164 abuts the innerend of the chamber 153. The air inlet passage 161 is connected to thebypass air passage 166. The inner end of the bypass channel 156 isconnected by means of the air metering orifice 167 to the needle valvebore 168 which. in turn communicates with the inner end of the plungervalve chamber 153. Slidably mounted in the bore 16% is a needle valve11% which is integrally connected to the inner end of the power rotorshaft 170.

As shown in FIG. 12, the rear end of the shaft 170 is suitablyjournalled in the recess 171 formed in the housing dividing wall 172.The recess 171 communicates with the needle valve bore 168. The airstarter power shaft 171? is slidably mounted through the center of thepower rotor barrel 14 and the rear end of this shaft extends outwardlybeyond the housing 146 and is provided with an integral power rotorshaft drive gear indicated by the numeral 173. The outer end of theshaft 170 is suitably rotatably journalled in the Teflon shaft bearing174 which is rotatably supported by the member 147. The supporting wall147 has integrally formed on the inner end thereof the cylindrical ortubular wall 175 which extends inwardly of the housing 146 and abutsagainst the outer side of the shroud bearing plate 176 which enclosesthe rear end of the power rotor chamber 148. As shown in FIG. 12, thepower rotor 14% has a rearwardly extended hub 177 to which is attachedone end of a throw-out spring 178. The other end of the throwout spring178 is fixedly connected to a flange on the inner end of the bearing174.

The operation of the air starter 144 begins when compressed air entersinto and against the power rotor blades 151) from the inlet port 151.The compressed air is fed to the inlet port 151 through the conduit 145,the passage 161, the bore 151 the port and the conduit 153. The powerrotor barrel 149 rotates instantly and throws the return spring 178axially toward the flywheel 115 and pushing before it the power rotorshaft 171 which carries the gear 173. The gear 173 is thus engaged ormeshed with the flywheel teeth for driving the flywheel 115. Air

- is exhausted from the power barrel chamber 143 through a plurality ofexhaust ports 179. The power rotor barrel 149 will rotate on thepowerrotor shaft 170 independently for a fraction of a second during themovement of the shaft 171) and gear 173 into driving engagement with theflywheel 115. While the last-mentioned action is occurring, the airmetering orifice 167 is opened because the needle valve 169 will bemoved to the rear as viewed in FIG. 12, and air will be permitted toenter from the bypass conduit 166 and engage the plunger valve 164 andpush it forward or to the left as viewed in FIG. 12. When the plungervalve 164 is moved forward, the plunger stem 161) will be seated on theseat 156 whereby the flow of air through the tube 153 to the power rotorwill be shut oif and hence the air starter is automatically stopped. Theair starter functions to turn the flywheel 115 a short distance beforethe ball valve probes 142 on the pistons will open the ball valves 139to let the compressed air operate the engine. After the helicopter haslanded and the entire air system is shut off, the return spring willpush the plunger valve 164 back to its original position as shown inFIG. 12, whereby the air starter will be readied for the next flight.

As shown in FIG. 4, the power from the linear action piston engine orair motor is transmitted to the axial flow compressor, generallyindicated by the numeral 181%, by coupling the reaction engine driveshaft rear portion 111 to the transmission 181 by means of aconventional gradual contact friction clutch 182. The transmission 181is of a step-up design with a one to five ratio to enable the reactionengine to run at its rated horsepower r.p.m. The output shaft of thetransmission 181, as shown in FIG. 4,

is connected to the compressor shaft by means of a suit able dog clutch183. The compressor shaft is indicated by the numeral 184 in FIG. 4. Thedog clutch 183 is necessary to permit the axial flow air compressor 180to continue rotating at speeds of 40,000 revolutions per minute or morewithout damage to the transmission 181.

As shown in FIG. 13, the transmission 181 includes the input shaft 185which is coupled to the sun gear 186 to the friction clutch 182. Thefirst sun gear 186 meshes with and transfers the power to a plurality offixed planet gears 187 at an even ratio. The planet gears are fixed onthe stub shafts 188 which are suitably rotatably journalled in the frontwall 189 of the front half of the transmission housing 190. Thetransmission housing further includes a rear half 191. A centrallydisposed dividing wall 192 is disposed between the front and rearportions of the transmission housings 190 and 191. As shown in FIG. 13,the housing portions are provided with abuting flanges which are fixedlysecured together by any suitable means as by the lock bolts 193.

The planet gears 187 mesh with the first reduction ring gear 194 wherebythe r.p.m. is reduced by 33 /3 percent, as compared to the r.p.m. of theplanet gears 187. The pitch diameter of the integrally connected ringgear 195 is increased as compared to the ring gear 194 in order to stepup the r.p.m. of a plurality of planet gears 196. As shown in FIG. 13,the integrally connected ring gears 194 and 195 are fixedly connected tothe carrier plate 197 by means of a plurality of lock bolts 198. Thecarrier plate 197 is provided with the supporting journals 199 and 200.The journal 199 is rotatably mounted in a suitable hearing recess in theinner end of the input shaft 185. The other supporting journal 200 isjournalled in a suitable recess in the forward end of a supporting shaftcarried on the front side of rotatable plate 201 which has integrallyformed thereon the ring gear 202. The planet gears 196 are carried onthe stub shafts 203 which are suitably rotatably journalled in theintermediate transmission wall 192. The r.p.m. is stepped up to twotimes that of the gears 196 by means of the next in line sun gear 204.The sun gear 204 is integral with the shaft 205 which is journalled inthe intermediate wall 192 and which carries the plate 201. The power isthen passed by means of the ring gear 202 to the planet gears 206 whichare rotatably supported by the stub shaft 207 which are mounted in therear transmission housing wall 208. The pitch diameter of the ring gear202 is increased over the pitch diameter of the sun gear 204 in order tofurther step up the r.p.m. of the planet gears 206 to two and one-halftimes that of the ring gear 202. The pitch diameter of the third andlast sun gear 209 which is coupled to the dog clutch 183 by means of theoutput shaft 210 is increased. The r.p.m. of the output shaft 210 isthus stepped up to eight times that of the action engine output shaft111. The output shaft 210 is suitably rotatably journalled in thetransmission housing rear wall 208. The sun gear 209 is further providedwith a forwardly extended supporting hub shaft 211 which is suitablyrotatably journalled in the ring gear plate 201.

A novel feature of the transmission 181 is that all of the gear teethand the gear shaft bearings are Teflon coated. This feature eliminatesthe need for a lubrication system in the transmission inasmuch as Teflonis almost frictionless. A further feature of the transmission of thepresent invention is that the outer periphery of the ring gear 202 isprovided with a plurality of vanes 212 which are spaced radially inorder to set air in motion in, through and around the complete planetarygear train of the transmission to insure proper cooling for a safetyfactor in the functioning of the transmission. In order to keep the sizeof the transmission to a minimum and with the use of a minimum number ofgears, the ring gears 195, 194 and 202 are integrated with the sun gearsin such a manner as to serve as a bearing for each other so as toeliminate the need for independent bearing support and to produce acompact and simple transmission construction. The

hub or wheel portion 197 which carries the ring gears 194 and 195contains a plurality of venturi type vanes 213 which are spaced radiallyto each other and at an angle calculated in relation to the r.p.m.within a range of 1,000 to 4,000 r.p.m. to start the air circulatingfrom the forward section of the transmission into the rear section. Asshown in FIG. 13, the rear section 191 of the transmission housing alsocontains passages 214 for air circulation. The intermediate wall 192 isprovided with the passages 215 therethrough for cooling purposes and airflow purposes so as to set air in motion in the transmission housing.

The remaining section of the clean-air reaction engine is the axial flowair compressor section 180 which is shown in FIGS. 4, 5, 10 and 11. Therotor compressor 180 comprises at least five but not more than eightcompressor rotor wheels 216 having compressor rotor blades 217 which arespaced radially on the periphery of each compressor rotor wheel andwhich hereafter may be referred to as a stage. Each rotor stage ismounted on a splined rotor shaft 218 and the rear end of this shaft issuitably rotatably journalled in a combination bearing 219 consisting ofthe needle rollers 220 and a Teflon inner bushing 221 and a Teflon outerbushing 222. The hearing 219 is mounted in a diffuser housing 223 whichis the piloting member for the compressor and nozzle function 235. Thefront end of the shaft 218 is indicated by the numeral 184 and isconnected to the dog clutch 183. The front end of the shaft 184 issuitably rotatably journalled in a bearing member similar to the bearing219 and this bearing is suitably housed in the vertical wall 224 formedon the rear end of the engine supporting arms 76, 78, 79.

As shown in FIG. 5, the area between each stage and just in front of thefirst stage is provided for the stator blades 225 which are held inplace by the one-piece assembly ring 226. The assembly ring 226 may alsobe referred to as the stator blade stage. A one-piece spacer ring 227 isdisposed between each compressor rotor stage and fits tightly on themating lip 228 of the adjacent compressor rotor wheels to provide thenecessary shroud effect. A one-piece spacer ring 229 is disposed betweeneach compressor stage and also provides the necessary shroud effect. Anovel feature of the compressor is that it eliminates any type offastener. Each rotor stage assembly is assembled only after a statorstage is assembled first in the compressor nozzle housing 230.Accordingly, once the compressor is assembled to the forward portion ofthe engine the rotor shaft and rotor stages and stator stages areautomatically held in place. The stator blade casing and thrust nozzlemember 230 is fixedly secured to the rear end of the entrance air guideduct by means of a plurality of lock bolts 231. A compressor difluserhousing 223 is fixedly secured to the casing 230 by a plurality of lockbolts 232. The entrance air guide duct and stator blade casing andthrust nozzle are enclosed by means of a wind deflect-or cowling 234which is attached thereto by means of a plurality of screws as 233. Thecowling is indicated by the numeral 234. The nozzle area of thecompressor is indicated by the numeral 235 and the thrust reaction areais indicated by the mark of an arrow cluster designated by the'numeral236.

It will be understood that the reaction engine 20 is built in the samemanner as the aforedescribed structure of the reaction motor 19. Asshown in FIG. 1, the reaction motor 20 would be disposed so as to facein a direction opposite to that of the engine 19. It will be seen thatthe reaction engine of the present invention providesa propulsion meansfor an aircraft, as for example a helicopter, which is compact andsimple in construction and eflicient in operation. The thrust developedby the reaction engine mounted on the tip of the rotor blades provides amost efiicient propulsion means for a helicopter.

The plastic material sold under the trademark Teflon is defined in theMaterials Handbook (An Encyclopedia l for Purchasing Agents, Engineers,Executives and Foremen, by George S. Brady, Eighth Edition, McGraW-HillBook Co., Inc., 1956), as polymerized tetrafiuoro ethylene, z mJ- Whileit will be apparent that the preferred embodiment of the inventionherein disclosed is well calculated to fulfill the objects above stated,it will be appreciated that the invention is susceptible tomodification, variation and change without departing from the properscope or fair meaning of the subjoined claims.

What I claim is:

1. In an aircraft having a fuselage and at least one rotor bladeoperatively mounted on a rotor shaft extended into the fuselage, thecombination comprising: a compressed air storage means; a compressormeans for supplying compressed air to said compressed air storage means;a power means for driving said compressor means; said compressed airstorage means, compressor means and power means being carried in saidfuselage; an air driven reaction engine disposed adjacent the tip ofsaid rotor blade; a support tube connected at one end to said rotorshaft and passing through said rotor blade and having the other end.thereof connected to said reaction engine for supporting the same; acompressed air conduit system connected at one end thereof to saidcompressed air storage means and at the other end thereof to said oneend of said support tube; and a flow control means interconnected insaid compressed air conduit system for controlling the flow ofcompressed air to said reaction engine for operating the engine to drivethe rotor blade and operate the aircraft; said reaction engine includingan air driven motor operatively connected to an air compressor forproviding a dynamic thrust reaction on the rotor blade for rotating thesame; said reaction engine being provided with a starter means forpositioning the working parts of said air-driven motor to receive thecompressed air from said compressed air storage means to operate saidmotor; and said starter means comprising a compressed air operatedstarter adapted to be driven by compressed air drawn from saidcompressed air storage means and operatively connected to saidair-driven motor for starting operation thereon.

2. In an aircraft having a fuselage and at least one rotor bladeoperatively mounted on a rotor shaft extended into the fuselage, thecombination comprising: a compressed air storage means; a compressormeans for supplying compressed air to said compressed air storage means;a power means for driving said compressor means; said compressed airstorage means, compressor means and power means being carried in saidfuselage; an air driven reaction engine disposed adjacent the tip ofsaid rotor blade; a support tube connected at one end to said rotorshaft and passing through said rotor blade and having the other endthereof connected to said reaction engine for supporting the same; acompressed air conduit system connected at one end thereof to saidcompressed air storage means and at the other end thereof to said oneend of said support tube; and a flow control means.

interconnected in said compressed air conduit system for controlling thefiow of compressed air to said reaction engine for operating the engineto drive the rotor blade and operate the aircraft; said reaction engineincluding an air driven motor operatively connected to an air compressorfor providing a dynamic thrust reaction on the rotor blade for rotatingthe same; said reaction engine being provided with a starter means forpositioning the working parts of said air-driven motor to receive thecompressed air from said compressed air storage means to operate saidmotor; and said air-driven motor and air compressor being interconnectedby means of a stepup ratio transmission.

3. The structure as defined in claim 2, wherein: said transmission isconnected to said air-driven motor'and air compressor by a pair ofclutch means.

7 4. The structure as defined in claim 2, wherein: said transmission isprovided with non-lubricative bearing means for supporting the gears inthe transmission.

5. The structure as defined in claim 2, wherein: said air compressorincludes a rotating shaft which is supported by means of a plurality ofnon-lubricated bearing means.

6. In an aircraft having a fuselage and at least one rotor bladeoperatively mounted on a rotor shaft extended into the fuselage, thecombination comprising: a compressed air storage means; a compressormeans for supplying compressed air to said compressed air storage means;a power means for driving said compressor means; said compressed airstorage means, compressor means and power means being carried in saidfuselage; an air driven reaction engine disposed adjacent the tip ofsaid rotor blade; a support tube connected at one end to said rotorshaft and passing through said rotor blade and having the other endthereof connected to said reaction engine for supporting the same; acompressed air conduit system connected at one end thereof to saidcompressed air storage means and at the other end thereof to said oneend of said support tube; a flow control means interconnected in saidcompressed air conduit system for controlling the flow of compressed airto said reaction engine for operating the engine to drive the rotorblade and operate the aircraft; said air driven reaction engineincluding an air-driven motor having a power shaft with a toothedflywheel and an air-started mechanism comprising, a housing, a driveshaft rotatably and axially movably mounted in said housing, a gear onsaid drive shaft and adapted to be meshed with said toothed flywheelwhen said drive shaft is moved axially, an airdriven rotor mounted insaid housing and being drivably connected to said drive shaft, acompressed air system connected to said air conduit system for supplyingcompressed air to said rotor for driving the same, a shut-off valvemeans operatively mounted in said compressed air system and beingnormally disposed in an open position to allow air to flow to saidrotor, a control valve means operated by said drive shaft, when it ismoved axially into driving engagement with said flywheel, to directcompressed air against said shut-off valve means to move the shut-offvalve means into a closed position to cut-off the flow of compressed airto said rotor, and, means for normally biasing said drive shaftinto theinoperative position when the compressed air system is not supplyingcompressed air to said rotor and said air-driven reaction engine isstopped and maintaining the drive shaft in said inoperative position.

7. In an aircraft having a fuselage and at least one rotor bladeoperatively mounted on a rotor shaft extended into the fuselage, thecombination comprising: a compressed air storage means; a compressormeans for supplying compressed air to said compressed air storage means;a power means for driving said compressor means; said compressed airstorage means, compressor means and power means being carried in saidfuselage; an air driven reaction engine disposed adjacent the tip ofsaid rotor blade; a support tube connected at one end to said rotorshaft and passing through said rotor blade and having the other endthereof connected to said reaction engine for supporting the same; acompressed air conduit system connected at one end thereof to saidcompressed air storage means and at the other end thereof to said oneend of said support tube; a flow control means interconnected in saidcompressed air conduit system for controlling the flow of compressed airto said reaction engine for operating the engine to drive the rotorblade and operate the aircraft; said air driven reaction enginecomprising an air driven motor which includes a plurality of doubleacting pistons disposed in radially spaced apart cylinders about saidpower shaft in an elongated cylindrical engine block; a spiral grooveformed in said power shaft; each of said pistons having a follower pinadapted to ride in said spirai groove for driving engagement with saidpower shaft; a plenum chamber mounted on each end of said engine block;conduit means connecting said plenum chambers with said compressed airconduit systern; an air passage means connecting the plenum chamberswith each end of said piston cylinders for supplying air thereto to movesaid pistons back and forth in said cylinders; valve means operativelymounted in said air passage means; and, means on each end of each pistonfor unseating the respective valve means in said air passage means whena piston approaches the same for admitting compressed air to therespective cylinder.

8. The structure as defined in claim 7, wherein: said air drivenreaction engine further comprises an air-starter mechanism including ahousing, a drive shaft rotatably and axially movably mounted in saidhousing, a gear on said drive shaft and adapted to be meshed with saidtoothed flywheel when said drive shaft is moved axially, an air-drivenrotor mounted in said housing and being drivably connected to said driveshaft, a compressed air system connected to said air conduit system forsupplying compressed air to said rotor for driving the same, a shut-ofivalve means operatively mounted in said compressed air system and beingnormally disposed in an open position to allow air to flow to saidrotor, a control valve means operated by said drive shaft, When it ismoved axially into driving engagement with said fiywheel, to directcompressed air against said shut-off Valve means to move the shut-offvalve means into a closed position to cut-off the flow of compressed airto said rotor, and, means for normally biasing said drive shaft into theinoperative position when the compressed air system is not supplyingcompressed air to said rotor and said air-driven reaction engine isstopped and maintaining the drive shaft in said inoperative position.

9. The structure as defined in claim 8, including an air compressorcomprising: a shaft connected to said airdriven motor by a clutch andtransmission means; a plurality of compressor rotor wheels mounted onsaid last named shaft; each of said .rotor Wheels being provided with aplurality of radially spaced apart rotor blades; a plurality of statorblades disposed radially about and on each side of :the rotor blades oneach rotor wheel; and, a housing enclosing the periphery of said rotorand stator blades and being open at the front and rear ends thereof toprovide axial flow through the compressor and to form a nozzle andreaction thrust area at the rear outlet end thereof.

10. The structure as defined in claim 9, wherein: said air driven motorand air compressor comprises: a shaft connected to said air-driven motorby a step-up ratio transmission, and said shaft is incorporated in saidcompressor and is supported by a plurality of non-lubricated bearingmeans.

References Cited by the Examiner UNITED STATES PATENTS 338,814 3/1886Wood 91175 2,281,203 4/ 1942 Pitcairn 17 0135 .21 2,611,532 9/1952Ljungstrom 230-1 16 2,717,118 9/ 1955 Walter 230-116 2,734,585 2/1956Ball et a1. 135.4 2,931,441 4/ 1960 Root 170135.4 3,051,136 8/ 1962Muehlhausen 91-53 FOREIGN PATENTS 793,823 4/ 1958 Great Britain.

MARK NEWMAN, Primary Examiner.

v JULIUS E. WEST, Examiner.

W. E. BURNS, Assistant Examiner.

1. IN AN AIRCRAFT HAVING A FUSELAGE AND AT LEAST ONE ROTOR BLADEOPERATIVELY MOUNTED ON A ROTOR SHAFT EXTENDED INTO THE FUSELAGE, THECOMBINATION COMPRISING: A COMPRESSED AIR STORAGE MEANS; A COMPRESSORMEANS FOR SUPPLYING COMPRESSED AIR TO SAID COMPRESSED AIR STORAGE MEANS;A POWER MEANS FOR DRIVING SAID COMPRESSOR MEANS; SAID COMPRESSED AIRSTORAGE MEANS, COMPRESSOR MEANS AND POWER MEANS BEING CARRIED IN SAIDFUSELAGE; AN AIR DRIVEN REACTION ENGINE DISPOSED ADJACENT THE TIP OFSAID ROTOR BLADE; A SUPPORT TUBE CONNECTED AT ONE END TO SAID ROTORSHAFT AND PASSING THROUGH SAID ROTOR BLADE AND HAVING THE OTHER ENDTHEREOF CONNECTED TO SAID REACTION ENGINE FOR SUPPORTING THE SAME; ACOMPRESSED AIR CONDUIT SYSTEM CONNECTED AT ONE END THEREOF TO SAIDCOMPRESSED AIR STORAGE MEANS AND AT THE OTHER END THEREOF TO SAID ONEEND OF SAID SUPPORT TUBE; AND A FLOW CONTROL MEANS INTERCONNECTED INSAID COMPRESSED AIR CONDUIT SYSTEM FOR CONTROLLING THE FLOW OFCOMPRESSED AIR TO SAID REACTION ENGINE FOR OPERATING THE ENGINE TO DRIVETHE ROTOR BLADE AND OPERATE THE AIRCRAFT; SAID REACTION ENGINE INCLUDINGAN AIR DRIVEN MOTOR OPERATIVELY CONNECTED TO AN AIR COMPRESSOR FORPROVIDING A DYNAMIC THRUST REACTION ON THE ROTOR BLADE FOR ROTATING THESAME; SAID REACTION ENGINE BEING PROVIDED WITH A STARTER MEANS FORPOSITIONING THE WORKING PARTS OF SAID AIR-DRIVEN MOTRO FOR RECEIVE THECOMPRESSED AIR FROM SIAD COMPRESSED AIR STORAGE MEANS TO OPERATE SAIDMOTOR; AND SAID STARTER MEANS COMPRISING A COMPRESSED AIR OPERATEDSTARTER ADAPTED TO BE DRIVEN BY COMPRESSED AIR DRAWN FROM SAIDCOMPRESSED AIR STORAGE MEANS AND OPERATIVELY CONNECTED TO SAIDAIR-DRIVEN MOTOR FOR STARTING OPERATION THEREON.